Rotary combustion engine



17 Sheets-Sheet l March 12, 1929.' p, ERB

ROTARY COMBUSTION ENGINE Filed Oct. 14. 1922 Marchlz, 1929.-

v P. ERB ROTARY COMBUSTION ENGINE Filed 061.14. 1922 17 sheets-sheet 2 INVENTOR Marh12,19z9. L, P, ERB 1,705,359

' ROTAY COMBUSTYIO'N ENGINE Filed oct.14. 1922 17 Sheets-Sheet 3- INVENTOF?l WITN ESSES March l2, 1929. L. P. ERB

ROTARY COMBUSTION ENGINE Filed oct. 14, 1922 17 Sheets-sheet 4 INVENTOR WITN ESSES March l2, 1929. L. P; ERB 1,705,359

' ROTARY GOMBUSTON` ENGINE Filed ont. 14. 1922 17 sheets-sheet 5 i I M' 7:

Maid* 12? .1929- L@ 'P, .ERB 1,105,3594

I i ROTARY OMBUSTIONv ENGINE Filed oct. 14. 1922 '17. sheets-Sheet e ATTQRNEY l2, 1.929. P, ERB i 1,7959359 ROTARY COMBUSTION- ENGINE y Filed 001'.. 14. 1922 17 sheets-Sheet 7 AITCIRNEY .March 12, 1929.' L. R ERB 1,705,359

ROTARY COMBUSTI ON ENGINE Filed Oct. 14. 1922 1'? Sheets-Sheet 8 INVENTOR,

WITNESS l BY ATTOR N EY f 1.-. P. ERB

ROTARY CMBUSTION ENGINE March 12,'

Filed oct. 14. 1922 17 Sheets-Sheet ll0 Mr. w w

x ATTORNEY March 12, 1929.

vl.. P. ERB

ROTARY COMBUSTION ENGINE Filed Oct. 14. 1922 17 Sheets-Sheet 11 wrrNEssEs ATTORNEY I .NITN ESS ES March l2, 1929;v L. P. ERB 1,705,359

ROTARY COMBUSTION ENGINE ATTORNEY mmh 12, 1929.

L.. P. ERB

yROTARY COMBUSTION ENGINE Filed Oct. 14. 1922 17 Sheets-Sham. 14

INVENTOMRl ATTCRNEY March 12, 1929. L P, ERB @$705,359-

V ROTARY COMBSTION IENGINE Filed oct. 14. 1922 17 .ShetsV-#Sheet 15 WITNESSES Z AWORNEY mh i2, i929. y' L. P, ERB @705359 ROTARY COMBUSTION ENGINE Filed 0ct.14, 1922 '17 Sheets-Shea?I 16 WITNEssEs 709 ATTORNEY March 12,'1929. L.. P. ERB

ROTARY COMBUSTION ENGINE Filed oct. 14. 1922 1v sheets-sheet 17 Argon-Nev atented l2, 192.

was

FFICE.

LANIOUS4 .1. ERB, OF ANACONDA, MONTANA, ASSIGNOR OF ONE-EIGHTH T0 ERNEST KINDT, 0F ANACON DA, MONTANA., AND ONE-EIGHTH T0 DAN A.. GRAHAM, OF ANA.-

CONDA, MONTANA.

ROTARY COMBUSTION ENGINE.

Application led October 14, 1922. Serial No. 594,o59.

This invention relates to rotary combustion engines, and has for its object to supply a combustion chamber` which is distinct from the motor cylinder with a combustible mix- 'ture compressed externally ot the motor cylinder, with provision for maintaining the pressure of the combustible mixture constant.

Another object of the invention is the addition of an air compressor driven by the engine shaft for supplying the engine with compressed air in alternation with a compressed combustible mixture oreifecting the power strokes of the pistons in the motor cylinder, the heat developed by a preceding explosion ofthe com ressed combustible mixture being absorbed y the succeeding charge of compressed air admitted to the cylinder and converted into Work by expanding the compressed air and thus effecting certain power strokes of the pistons.

A still further objectof the invention is the ,provision of a plurality of valves cooperating to control in alteration a supply of a compressed combustible mixture and cbmpressed air to the motor cylinder. v

Another object of the invention is the provision ot' a rotary engine for an automobile operated by the alternate admissionbf ignited compressed combustible gas and compressed air, which may be converted in to an air compressor when the automobile is going down grade with the running gear actuating the engine shaft,`an automatic air valve admitting air to a cylinder of the motor when operated as an air compressor, but

maintained closed by the spring pressure within the valve casing during the power strokes of the piston.

Another'object of the invention is the prof visionot a-rotary engine adapted to be'converted into an air compressor when the automobile is running down grade whereby the motor may be used asa brake for controlling the speed ot' the automobile, means being em# ployed in the delivery of the compressed air to a storage tank for regulating the Vspeed ot' the automobile.

A further object of the invention is the provision of an exhaust pipe connected with the motor cylinder whereby when thev motory is operated as an air compressor, the compressed air from 'the said cylinderV may be operatively connecting the crank shaft with a i rotary abutment forming the ends of an expansion chamber and withthe valves which control the alternate admission of com ressed air and combustible mixture to a combustion chamber external to the motor cylinder, and the exhaust of the fluids from the combustionchamberto the motor cylinder.

Another object of the invention is the'provlslonof a rotary engine with a combustion chamber external to the motor cylinder, an expansion chamber within the cylinder for the ignited gases from the combustion chamber with a rotary abutment forming the end of the expansion chamber, and a plurality of pistons operating therein, whereby when the ignited expanding gases enter the explosion chamber between a piston and the rotary abutment and upoI one side of the rota-ry abutment, the power. strokes of the pistons are eiected.

A still further object of the invention is the provision of .a well balancedrotorstructure for operating the engine shaft which takes up a minimum amount of space in the engine cylinder, and which is so completely equipped with packingthat leakage between the rotor structure and its associated parts is prevented.

The invention will be best understood from a consideration of the following detaileddescription taken in connection with the accomanying drawin s forming part of this specication, with tie understanding, however, that the invention is not confined to any strict conformity with the showing in the draw ings, but may be changed and modified 4so.

long as such changes and modifications mark no material departure from the salientfeatures of the invention as expressed in the appended claims.

In the drawings Fig l is a side elevation of the forward cnd of the preferred form ofthe rotary combustion engine.

Fig. 1a is a side elevation of the rear end of the rotary combustion engine and is a continuation of the portion shown in Fig. 1.

i Fig. 2 is a side elevation of a modified formi4 in Figs. 1 and 2.

Fig. 6 is a View in perspective of the valve for 4controlling the admission and exhaust ports of thecombustion chamber.

Fig. 7 is a transverse vertical section taken along the line 7-7 of Fig. 1.

Fig. 8 is a transverse vertical section taken along the line 8 8 of Fig. 1.

Fig. 9 is a transverse section taken along the line 9--9 of Fig. 10.

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Fig. 10 is a longitudinal section taken along the line 10--10 of Figs. 3, 7 8 and 9.

Fig. 11 isa longitudinal section through ythe manually-operatedl valve which controls the admission of compressed air and compressed combustible iuid' to the combustion chamber of the engine shown in Fig. 1.

Fig. 12 is an end View of the same.

Fig.' 13 'is a plan view of the exhaust pipe and the choke valve for diverting the compressed air formed at certain times within the motor cylinder to a storage tank.

Fig. 14 is a vertical cross section taken along the line 14-14 of Fig. 13.

FiO. 15 is a vertical section taken along' the iine 15-15 of Fig. i4.

Fig. 16 is a rear end elevation of a modi- -fied form of engine disclosed in Fig. 2.

Fig. 17 is a front end elevation of the engine disclosedin Fig. 2, showing the timing gears partly in section. l

Fig. 18 is a side elevation of the timing gears partly in section.

Fig. 19 is a transverse vertical section e showing a modified form of timing gearing shown in Fig. 22.

Fig. 20 is atransverse vertical section of the automatic air valve for admitting air to the motor of the preferred form of the motor unit shown in'Fig. 1, when said engine is operating as an air compressor.

Fig. 21 is a transverse vertical section of the low pressure compressor for compressing the combustible gas taken-'on the line 214-21 of Fig. 1.

Fig. 22 is the forward end of the modified form of the engine shown in Fig. 2 but which embodies a ldiiif'erent form of timing gearing, as shown in Fig. 19.

Fig. 23 isa longitudinal vertical section of the modified form of engine showing secof Fig. 1, portions of the 4form of engine shown in Fig. 2.

- supply of a vertical longitudinal section of increases;l

biistible gas and a lowcompressorA for incombustible gas the same being acontinuation of Fig. 22.

Fig. 24 is a transverse vertical section of the modified form of engine taken along the line 24-24 of Fig. 2.

Fig. 25 is a vertical section showing a detail of a drum concentrically mounted within the engine casing of any of the forms illustrated. l

Fig. 26 is a longitudinal sectionl taken on line 26-26 of Fig. 24 showing a detail of the nozzle for admitting water vto an internal water jacket within the drum. v

Fig. 27 is a longitudinal section of the eX- ternal combustion chamber of the modified Fig. 28 is a vertical section of the valve used with all kforms for controlling the air to the carbureter.

Fig. 29 is a transverse'vertical section of a manually operated valve for controlling the compressed combustible fluid taken on line 29-29 of Fig.` 42 and may also be considered as being substantially a section on line 2929 of Fig. 11.

Fig. 30 is a view in perspective of the rotor for either the motor or lowI pressure compressor units in either the preferred or modified forms of the rotary combustionengine.

Fig. 31 is a view in perspective of the detail parts of the portion of a rotor lseparate from each other. l v

F ig. 32 is a view in perspective showing adetail of the piston blade with portions of its associated parts.

Fig. 33 is a section of the piston blade showing in detail the connection between certain members of the packing for the piston blades.

` FiO. 34 is a view in perspective disclosing details of certain members of the packing for the rotor.

Fig. 35 is a transverse vertical section of' a modified form of the rotor structure shown in Fig. 38. l

Fig. 36 is a transverse vertical section of the high'compressor for combustible mixture and which also serves to `illustrate the construction of a non-inflammablegas compressor. Fig. 37 is a view in perspective of a modi- 4lied form of rotor shown in Figs35 and 37.

Fig. 38 is a view in longitudinal section of the modified form of the rotary combustion engine shown in Figs. 35 and 37 adapted to be used with the modified form of -rotor shown in Fig. 37.

Figs.- 39 and 40 show a modified form of packing shown in' assembly in Fig. 35.

Fig. 41 is a vertical section of an oil pump for forcing lubricant to various moving parts of the engine taken on line`41-41 of Fig. 23.-

1,705,359` Y. l v .a

Fig. 42 is a transverse vertical section ofthe manually-operated control valve used in the modified form of engine .disclosed in Figs. 2, 22 vand 23 with certain of its associated parts.

Fig. 43 is an enlarged detail of the piston blade for the high compressor shown in Fig. 36, parts being omitted.

Fig. 44 is-another transverse section ofthe same. E

Fig. 45is a transverse section of the piston blade disclosing the means for retaining the packing in a radial position.

Fig. -46 discloses an end andfside elevation of details of the T-shaped packing strip.

Fig. 47 discloses end and 4longitudinal sectional -views of the rock shaft which supports the T-shaped packing.

Fig. 48 represents endv and side views ofthe springs for retain-ing the T-shaped packing in a normal radial position.

Fig. 49 represents end and side views of one member of the movable piston blade.

The preferred form of the rotary combustion engine, shown 1n side elevation 1n Figs.

1 and la, comprises a pair of motors, the pistons of each rotor being driven 1n alternation from a source of compressed combustible.l

mixture and a. source of compressed air, with the power stroke of a piston in one rotor chamber being .effected by the expansion of the ignited compressed combustible mixture, while the powerstroke of a similar piston in the other rotor chamber is simultaneously A veffected `bythe expansionof the compressed air 1e to the absorption of heat bythe compressed air in the chamber in which the piston of that rotor operates. Storage tanks are Ylocated between the motors and the source of cmnpressed combustible fluid.

The combustible mixture is drawn into a low pressure'compressor from the carburetor and compressed, and is either delivered directly .to its respective storage tank or to a 'high pressure compressor when the pressure of the combustible mixture in the low pressure compressor has not Vreached a predetermined pressure, the diversion of the compressed combustible mixture from the storage s tank to the high pressure compressor being automatic and regulated by the pressure in the low pressure compressor.

. The ail-'compressor is mounted in aline- Iilnt with th'e combustibleA mixture com presser and supplies compressed air to the storage tank. rlhe supply. of atmospheric air to the air compressor is automatically reguu lated by the pressure in the exhaust pipe of the air compressor. An additional com- .presser is mounted in alineinent with the other compressors for compressing a -noninflammable gas. This compressed gas is injected into the Water cooling system for promoting the circulation of the cooling medium in the system.l `At thelextreme end of the unit` is mounted an oil pump for feeding lubricant to the moving parts of the Whole unit.

The lov pressure compressors, the hlgh pressure compressor, the air compressor, the

'non-inflammable gas compressor and the. oil

floW of compressed combustible mixture ande compressed airto the motors, with means connecting the exhaust pipe Vof the motors to .the compressed air storage tank, and means for admitting atmospheric airo to the motors. whereby themotors are converted lnto a1r comressors for deliveriner com ressed air to the h air storage tank and for braking the yengine when the automobile on which the engine is mounted is t1 avelmg down grade and the running gear of the auotmobile is operativelyl connected with the engine shaft.

Referring to Figs. 1, 3, 7 and 8, 1r and 2 represent respectively the outer cylindrical' casings of the rotorsprovided with laterallyextending peripheral flanges 3 and 4, with the flange 3 of the casing 1 secured by meansof bolts to a head 5, and with the flanges 41 of both casings secured to a illenblock 6,

which serves the purpose of spacing the mo- -f tors from each other. The iiange 3 of casing 2 1s secured to a head 7 ofthe vsecond motor.

Brackets 8 projecting laterally outwardly from opposite sides of the cas-ings 1 and.. 2, and adprcent the bottom of said casing, provide means for mounting the motors o'n the chassis of an automobile. I

Cast integrally/,at the top of the casings l and 2, but of smaller diameter than the' said casings, are casings 9 and 10 with laterally projecting flanges 11, adapted to be secured to the respective heads o and. 7 witlrflanges 12 adapted to be secured to the .tiller block 6. These casings extend longitudinally ot' the casings 1 and 2 and provide chambers *.13 and 14 for the mounting of the respective rotary abutments l5 and 16. i

` The chambers l` and 14, attheir lower ends, open into the respective expansion chambers 1 7 and 18 formed by the inner walls of the cylindricalcasings 1 and 2, with drums 19 and 20 mounted concentricall y within the casir gs and cast integrally wi th` the respective heads 5 and 7 which form the ends or cylinder heads of the rotary combustion engine, as

shown more rmrticularly in Figs. 22, 23 and 25. `While-these figures disclose a construc` tion Aof the low pressure compressors, nevel'- theless the structures of the motors and the 

